Boat Hull

ABSTRACT

A shallow draft boat having a boat hull that allows for stability, maneuverability, and speed while needing only inches of draft. The hull generally includes a ski, a bottom shell, a left and right chine and a bow wrapper.

CROSS REFERENCE TO RELATED APPLICATIONS

This utility patent application claims the benefit of U.S. ProvisionalPatent Application Ser. No. 61/384,079 entitled “Boat” filed Sep. 17,2010, the entire disclosure of the application being considered part ofthe disclosure of this application and hereby incorporated by reference.

BACKGROUND OF THE INVENTION

1. Technical Field

The present invention is directed to a boat hull and more particularly,a boat hull that allows for stability, control, quick maneuverability,quick stops, and a fast top end speed in a wide variety of waterconditions while needing only inches of draft.

2. Related Art

At times, boat operators and in particularly, the military and lawenforcement agencies need boats that are stable, maneuverable, haveplenty of speed and can quickly stop yet are able to operate in mereinches of water. Currently, the only boats that successfully operate inmere inches of water of any significant size and speed are airboatswhich are also known as fan boats. The problem with airboats is thatthey are very noisy as they are driven by an aircraft type propeller andthey are flat-bottomed vessels which make them difficult to turn andmany times, they are top-heavy which causes the airboats from time totime to capsize. Airboats also are limited to substantially flat waterand therefore cannot be used on most lakes, bays, or oceans where wavescommonly occur. Therefore, there is a need for a more traditionallystyled boat having a lower center of gravity that has the minimal draftof an airboat with greater stability, maneuverability, and safety thanan airboat.

SUMMARY OF THE INVENTION

The present invention is directed to a boat hull and more particularly,a boat hull that allows for stability, maneuverability, and speed whileneeding only inches of draft.

The present invention is directed to a boat hull having a beam and anoverall length and wherein the hull comprises a ski having anapproximately triangular shape and wherein a first side of the ski has alength of approximately 7-27% of the beam and wherein a second and thirdside each have a ski length of less than 75% of the overall length andgreater than 25% of the overall length. The bottom shell extendsoutwardly from the ski and has a dead rise of at least 5 degrees and adead rise of no greater than 25 degrees. The hull further includes a bowwrapper.

The hull may include a transom extending from the ski and the bottomshell and opposing the bow wrapper relative to the bottom shell. It isexpected that the ski does not extend from the transom to the bowwrapper and that the first side of the ski is proximate to the transom.The ski has a length of approximately 12-24% of the beam proximate tothe transom, and first width of 5-15% the relative beam, preferably7-12% of the relative beam, measured at a length of approximately 25% ofthe overall length from the transom. A second width of the ski of 1-6%of the relative beam may be measured at a length of approximately 50% ofthe overall length from a transom. It is further expected that thelength of the overall ski is less than 70% of the overall length of thehull, but greater than 45% the length of the overall length. Morepreferably, the length of the ski is 54-66% of the overall length. It isexpected that the ski will have the first width is approximately 45-69%,preferably 52-64% of the transom width and the second width isapproximately 10-30%, preferably 15-20% of the transom width.

The ski has a transom width proximate to a transom and a first widthmeasured at a length of approximately 25% of the overall length from thetransom and a second width measured at a length of approximately 50% ofthe overall length from the transom and wherein the first width isapproximately 52-64% of the transom width and the second width isapproximately 15-20% of the transom width.

The bottom shell as described above may have a variable dead rise fromthe ski, or keel to the chines, and proximate to the transom, a transomdead rise of 4-12 degrees, preferable 5-13 degrees. A first dead risemeasured at a length of approximately 25% of the overall length from atransom may be 5-13 degrees, preferably 6-10 degrees. A second dead risemeasured at a length of approximately 50% of the overall length from atransom may be 6-15 degrees, preferably 7-12 degrees. A third dead risemeasured at a length of approximately 75% of the overall length from atransom may be 10-25 degrees preferably 15-24 degrees. In regards to thedead rise, the first dead rise is expected to be within three degrees ofthe transom dead rise, the second dead rise within six degrees of thetransom dead rise and the third dead rise is within 20 degrees of thetransom dead rise. It is also expected that even though the specifieddead rises have ranges that may overlap, the second dead rise isexpected to be greater than or equal to the first dead rise and thethird dead rise is expected to be greater than the second dead rise.More specifically it is expected that the first dead rise is 0-1.5degrees greater than the transom dead rise, the second dead rise is0.5-4 degrees greater than the transom dead rise and wherein the thirddead rise is 8-20 degrees greater than the transom dead rise for theexemplary hull in the Figures. The variable dead rise of the bottomshell may also be specified as having a first dead rise greater than thetransom dead rise but less than 105% of the transom dead rise, thesecond dead rise greater than the first dead rise but less than 125% ofthe transom dead rise and the third dead rise greater than the seconddead rise but less than 305% of the transom dead rise.

The hull further includes a chine proximate to the bottom shell andapproximately extending from the bow wrapper to a transom and whereinthe chine reduces in width as it extends from the transom to the bowwrapper, and wherein the reduction in width is less than 25% of atransom chine width proximate to the transom. In the illustratedexample, the chine and transom cooperatively surround the bottom shelland the port and starboard chines extend forward and meet proximate tothe keel and divide the bow wrapper from the bottom shell. The chinesalso vary in width, but minimally such that each chine includes a firstchine width measured at a length of approximately 25% of the overalllength from the transom, a second chine width measured at a length ofapproximately 50% of the overall length from the transom a third chinewidth measured at a length of approximately 75% of the overall lengthfrom the transom and wherein the transom chine width is 2-10% of thebeam and wherein the third transom varies in width less than 2% of thebeam from the transom chine width. It is expected that the first chinewidth is 2-9.5% of the beam, the second chine width is 2-9% of the beam,and the third chine width is 1.5-9% of the beam. The chine widths mayalso be expressed such that the first chine width is less than thetransom chine width but greater than 85% of the transom chine width, thesecond chine width is less than the first chine width but greater than70% of the transom chine width, and the third chine width is less thanthe second chine width but greater than 65% of the transom chine width.

The hull described has interesting characteristics, such as a plane-offangle of less than 10 degrees, preferable less than 6.5 degrees, andmore preferably less than 6 degrees. The hump speed is also generallyless than 20 mph and preferably less than 15 mph. The hull furtherincludes a skeg to provide stability and cornering such that the sternof the boat tracks through corners. The size, shape, and configurationof the chine separates water away from the hull rather than lettingwater attach to the hull.

The bow wrapper has unique characteristics that provide very quick stopsfor a boat of the relative size and prevents submarining, substantiallythrough the expanding spoon shaped profile of the bow wrapper,particularly the upper bow wrapper. More specifically the bow wrapper isconfigured to increase buoyancy of the hull the further the hull pivotsperpendicular to the overall length until at least the transom and aportion of the ski, the bottom shell and a right chine and a left chineare free of the water proximate to the transom. The bow wrapper includesan expanding curvature as the distance increases from the transom and asthe distance increases in height from a plane formed by the ski. Thisallows the bow wrapper to change from an angular profile proximate tothe shell to a rounded expanding curvature as the distance increasedfrom the shell. The bottom shell increases from approximately a 7-9degree dead rise proximate the transom to a 21-27 degree dead riseproximate to the bow wrapper.

The boat hull extends between a transom and a bow and having a beam andan overall length, and includes a ski having an approximately triangularshape to define a first side disposed along the transom and second andthird sides extending from the first side towards the bow along a skiplane, a bottom shell extending outwardly from the second and thirdsides to a left chine and a right chine and wherein the bottom shell hasa transom dead rise between 6 to 10 degrees proximate to the transom andrelative to the ski plane to minimize vertical displacement of the chinerelative to the ski plane, and at least one skeg coupled to the bottomshell and disposed proximate the transom and inwardly from the leftchine and the right chine to prevent roll-out during high speed turns.The boat hull, specifically the bottom shell has a first dead risebetween 6 to 10 degrees measured between the transom and a length ofapproximately 25% of the overall length from the transom to minimizevertical displacement of the chines relative to the ski plane within 25%of the overall length from the transom. The bottom shell has a seconddead rise between 9 and 21 degrees measured between a length ofapproximately 50% of the overall length to a length of approximately 75%of the overall length from the transom.

The boat hull illustrated in the figure and having a transom and a bowand having a beam and an overall length specifically is configured toinclude (1) a ski having an approximately triangular shape to define afirst side disposed along the transom and second and third sidesextending from the first side towards the bow along a ski plane, withthe first side of the ski having a length of approximately 15-19% of thebeam and the second and third sides having a length of approximately58-64% of the overall length; (2) a bottom shell extending outwardlyfrom the second and third sides to a left chine and a right chine andwherein the bottom shell has a transom dead rise between 7-8 degreesrelative to the ski plane and proximate the transom to minimize verticaldisplacement of the left and right chines relative to the ski plane, afirst dead rise between 7-8.5 degrees relative to the ski plane andmeasured at a length of approximately 25% of the overall length from thetransom, a second dead rise between 8-10.5 degrees relative to the skiplane and measured at a length of approximately 50% of the overalllength from the transom, a third dead rise between 19-23 degreesrelative to the ski plane and measured at a length of approximately 75%of the overall length from the transom; (3) at least one skeg coupled tothe bottom shell and disposed proximate the transom and between the leftchine and the right chine; (4) left and right chines each having atransom chine width proximate to the transom being 2-10% of the beam, afirst chine width measured at a length of approximately 25% of theoverall length from the transom and being 2.5-7% of the beam, a secondchine width measured at a length of approximately 50% of the overalllength from the transom and being 2.4-6.4% of the beam, and a thirdchine width measured at a length of approximately 75% of the overalllength from the transom and being 2.2-5.8% of the beam; and (5) a bowwrapper extending forward proximate the bow and having an expandingcurvature as the distance from the ski plane increases.

The present invention is a boat that may use as few as three inches ofdraft while operating, thereby allowing it to clear obstacles, operatein shallow water and perform operations under demanding conditions thatare commonly called upon by various military and law enforcementagencies.

DESCRIPTION OF THE FIGURES

FIG. 1 is a bottom front perspective view of the hull with dotted linesshowing optional items or cutouts as well as the variable height ofsides;

FIG. 2 is a right or starboard side view of the hull in FIG. 1,including a representation of an exemplary waterline when the boat isnot under power;

FIG. 3 is a bottom view of the hull in FIG. 1;

FIG. 4 is a front or bow view of the hull in FIG. 1;

FIG. 5 is a rear or aft view of the hull in FIG. 1 with dotted linesalso representing optional features or the size, shape and configurationof variable aspects of the hull;

FIG. 6 is a bottom, left side or a bottom port perspective view takenfrom the front or bow of the boat hull with the outer skin of materialcut-away to show internal components of the hull including the frames,keel, outer chines, sheer and the main outboard engine girder;

FIG. 7 is a left or port side view of the keel and the relative thelocation of the lower bow wrapper starting point and the chine ends;

FIG. 8 is a front view of frame B from FIG. 6;

FIG. 9 is a front view of frame A from FIG. 6;

FIG. 10 is a front view of frame 1 from FIG. 6;

FIG. 11 is a front view of frame 2 from FIG. 6;

FIG. 12 is a front view of frame 3 from FIG. 6;

FIG. 13 is a front view of frame 4 from FIG. 6;

FIG. 14 is a front view of frame 5 from FIG. 6;

FIG. 15 is a front view of frame 6 from FIG. 6;

FIG. 16 is a front view of frame 7 from FIG. 6;

FIG. 17 is a front view of frame 8 from FIG. 6;

FIG. 18 is a front view of frame 9 from FIG. 6;

FIG. 19 is a front view of frame 10 from FIG. 6;

FIG. 20 is a front view of frame 11 from FIG. 6;

FIG. 21 is a front view of frame 12 from FIG. 6;

FIG. 22 is a front view of frame 13 from FIG. 6;

FIG. 23 is a front view of the transom from FIG. 6;

FIG. 24 is a bottom view of the ski from FIG. 3;

FIG. 25 is an exploded top view of the bow wrapper including the upperbow wrapper and the lower bow wrapper from FIG. 6;

FIG. 26 illustrates port and starboard chines;

FIG. 27 illustrates exemplary side longs, bottom longs, tank cradles,fuel tanks, transom, deck stiffeners, and fuel tanks to an assembledkeel, frames and girders;

FIG. 28 illustrates the addition of bottom shells and chines from abottom perspective view to the assembled frames in FIG. 27;

FIG. 29 is a partial top perspective view; and

FIG. 30 is a graph of hydrostatic properties of the exemplary hullillustrated in the drawings at level trim of baseline draft vs. a scaledmeasurement as well as baseline draft vs. LCB/LCF scale in feet.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

As illustrated in the Figures, the present invention is directed to aboat assembly specifically a boat hull 10 configured to allow effectiveand safe operation in shallow waters (less than 18 inches of draft,preferably less than 12 inches of draft and more preferably less than 6inches of draft but at least 3 inches of draft to prevent damage to theengine or jets) while providing a traditional boat platform withexceptional stability, ease of use, quick maneuverability, quick stopsand anti-submarining capabilities. An exemplary waterline 8 isrepresented in the Figures. The hull 10 generally includes a ski 20, abottom shell 40 extending outwardly from the ski 20, a bow wrapper 50proximate to the bottom shell 40 and chines 80 also proximate to thebottom shell 40. In addition, at least one skeg 18 is coupled to thebottom shell and disposed proximate the transom on the port andstarboard sides of the hull 10 to prevent roll-out on high speed turns.While the hull 10 may vary in size and have some possible variations tothe shape as well as the configuration, the hull 10 of the presentinvention will generally have the proportions described below scaled todifferent sizes from the illustrated hull which has an exemplary overalllength of 36 feet. The hull 10 of the boat may be formed through avariety of different techniques as well as be formed of a variety ofdifferent materials including steel, aluminum, and fiberglass. A varietyof different construction techniques may also be used to form the hull10, however, as discussed above, the hull 10 of the present inventionwill generally have the claimed ranges for the proportions of the hull10.

The hull 10 is generally illustrated in the figures as being constructedaround a variety of frame members 120. These frame members 120 will begenerally discussed in individual detail in relation to the variance ofthe depth of rise of the hull 10. At the stern or rear end of the hull10 is generally a transom 146. The front end of the boat is illustratedby the bow and the overall length of the hull is calculated generallyfrom the transom to the tip of the bow. Of course, different added deckconfigurations as well as extensions or protrusions, such as an anchorassembly, could be added and extend beyond the termination or tip of thebow on the hull or a swim platform to the stern of the boat and add tothe overall length of the complete assembled boat but these, forpurposes of this application, will not be considered as part of theoverall length of the hull as described herein or as used in the claims.As used herein, the overall length refers to the length of the hull, notof the overall boat. The boat and hull also include sides 34specifically a port or left side 36 and starboard or right side 38 ofwhich the distance between the sides 34 of the hull is generallyreferred to as the beam. As used in the present invention, the maximumbeam of the boat is calculated at the widest point of the hull while therelative beam or just beam is the width at the point, such that the beamat the transom is the width proximate to the transom 146. Asillustrated, the beam of the boat remains substantially consistent for asubstantial portion of the overall length extending from the transomwith a slight increase amidships; however, at some point the beam of theboat is reduced as it extends toward the bow. Again, various deckconfigurations or other mounted items may increase the overall width ofthe boat such as side rails; however, as used herein the beam of thehull refers to the width of the hull at that point and does not includeadded items. The overall configuration of the deck, as well as thepilothouse as illustrated in the drawings may widely vary in size,shape, and configuration, and is not part of the present invention.

The ski 20 is substantially planar and is generally configured to be theprimary surface on which the boat planes or rides while under sufficientpower to reach or exceed plane. The ski 20 generally is formed in atriangular shape, although in some embodiments the tip of the trianglemay be lopped off. The ski 20 typically has a first side 22 proximate tothe transom 146, a second side 24 and a third side 26 extendingtherefrom. The first side 22 is generally located proximate to thetransom 146, but minor variations may occur and is in many cases abuttedagainst the transom 146. It is expected that the ski 20 will be centeredalong the beam for stability. The second and third sides generallyextend forward and have the same length and thereby form an isoscelestriangle for the ski 20 illustrated in the Figures. The first side 22 ofthe ski 20 is generally configured to have a length of approximately 7to 27% of the beam at the transom, preferably 12 to 24%, more preferably15 to 19%, and specifically approximately 17% for the illustratedexample. The overall length of the ski relative to the overall length ofthe hull is approximately 45 to 70% of the overall length preferably 54to 66%, more preferably 58 to 68%, and specifically approximately 61%for the illustrated example.

Extending away from the ski 20 is the bottom shell 40 of the hull 10.While the present invention is illustrated with the ski 20 formedseparately from the bottom shell 40 and specifically that the bottomshell 40 is formed in two pieces, it should be readily understood thatdependent upon the types of material and method assembly, these itemsmay be made as a single piece even though they are described herein asseparate items. For example, if the hull 10 is formed from fiberglass oranother composite material, the bottom shell 40 is generally configuredto have a slight dead rise near the transom extending to a fairlysignificant dead rise near the bow wrapper 50. As illustrated in theFigures, the dead rise is the amount of angle of the bottom shellrelative to the plane formed by the ski 20. The amount of dead rise isbest illustrated in FIGS. 8-23 showing, starting with FIG. 23 whichillustrates a minimum amount of angle relative to the plane formed bythe ski with little change in the dead rise as the frame numbers andfigure numbers is reduced through at least frame 7, illustrated in FIG.16, and then substantially increasing thereafter from frame 6 down toframe 2, illustrated in the Figures. As illustrated in FIG. 27, frames Aand B illustrated in FIGS. 8 and 9 are configured to be in contact withthe bow wrapper while frame 1, illustrated in FIG. 10, is generallyconfigured to be proximate to the edge of the bow wrapper with frame 2,illustrated in FIG. 11, and substantially located within the bottomshell 40. The hull 10, specifically the bottom shell 40, has a dead riseextending between the ski 20 and the chines 80, 4-12° degrees proximateto the transom, preferably 5-10° and more preferably 7-8° with aspecific dead rise in the illustrated example of 7.6°, as shown by thetransom 146 in FIG. 24. As stated above, the dead rise has onlyminimally changes in the aft portion of the boat such that any positionwhich is within 25% the total of the overall length of the hull from thetransom, the dead rise between the ski and the chines is approximately5-13°, preferably 6-10°, more preferably 7-8.5° and specifically in theillustrated example at the 25% position from the transom the dead riseis only 7.8°, illustrated by frame 11 in FIG. 23. Therefore, in the rearquarter of the hull the dead rise is substantially the same with minorto no changes. At the 25-50% portion of the hull based on the overalllength extending from the transom, the amount of dead rise increases butthe amount of increase is limited. In the amidships, more specificallyat a position of 50% length of the hull or in the middle of the hull,the dead rise is approximately 6-15°, preferably 7-12°, more preferably8-10.5° and specifically for the illustrated example 9.2°, asillustrated by frame 6 in FIG. 15.

Therefore, while in the rear 25% of the boat, the dead rise only changed0.2° in the 25-50% portion of the boat the dead rise changes 1.4° whichis 7 times the amount of increase from the transom to the 25% point. Thelow dead rise angle of the stern of the boat gives it a very flat ride.Also, while crossing hump speed, which is approximately around 12 mph,the boat will plane-off quickly with angles less than 6°.

From the middle of the boat forward to the bow, the amount of dead risesubstantially increases such that the dead rise could be almostexponential in nature starting at the stern of the boat and increasingwith each frame forward, minimally at first and then greater amounts foreach frame member 120. Therefore, at a measured position of 75% of theoverall length as measured from the transom, the amount of dead rise isapproximately 10-31°, preferably 14-29°, more preferably 17-25°, evenmore preferably 19-23° and specifically 21° as exemplarily illustratedby frame 2 in FIG. 11. While the dead rise only increased 0.2° from thetransom to the 25% point and 1.4° from the 25% point to the 50% point,it may be seen that the dead rise has increased 11.8° from the 50 to 75%point. Beyond the 75% point, as illustrated by frames A and B as well as1 and 2, the bottom shell starts to conform to meet the bow wrapper 50and therefore while the dead rise has increased significantly in frames3 and 2, the configuration of the frames is changed slowly to have morerounded sides as well as to be reduced in width and height. Therefore,while frames 4-13, illustrated in FIGS. 13-22, have approximatelysimilar widths with slight bow outward in the center or amidships suchthat frames 7, 8 and 9, illustrated in FIGS. 17, 18 and 19,respectively, specifically frame 8, have the largest overall beam. Thebeam of the boat is approximately consistent with only minor variationssuch as in the illustrated example, only about 3 inches of differencebetween smallest and largest of frames 4-13. Starting with frame 3, asillustrated in FIG. 12, and increasing to frame 2, as illustrated inFIG. 11, the sides have a more rounded shape, which increases to a pointin frames A and B, illustrated in FIGS. 9 and 8, respectively, as beingcompletely rounded.

The bow wrapper 50 includes an expanded curvature as the distanceincreases from the transom 146 and the distance increases in the heightformed from a plane formed by the ski 20. This expanded curvature causesthe bow wrapper 50 to be configured to change from an angular profileproximate to said bottom shell 40 to a rounded expanded curvature as thedistance increases from the bottom shell, such that the bow wrapper 50has a somewhat large spoon shape. The spoon shape of the bow wrapper 50is configured to gain increasing buoyancy for the hull 10 such that thefurther the boat pivots perpendicular to its keel 110, the more thebuoyancy of the hull increases until a point of failure, such as thepoint of submersion where the pivot point reaches a point where watermay enter the hull. Of course, this pivot point could be substantial andalso short of water entering the hull if the bow was covered because atsome point the pivoting will reach a point where too much of the afthull would be out of the water. Therefore, in the present invention asthe boat pivots forward such that its bow is increasingly submerged suchas in a quick stop, the amount of buoyancy is also increased due to theexpanding curvature of the bow which adds volume to the amount ofdisplaced water to obtain the increasing buoyancy. Therefore, as theboat comes quickly to the stop and the bow settles downward, the bowwrapper's expanding curvature, which has an increase in displaced volumethe more the bow pivots downward at the bow, such that more of the bowwrapper 50 contacts the water and acts as a brake allowing the boat tocome to quick stops or substantially reduced speeds quickly from highspeed. One major safety issue for law enforcement and other workingboats is having a boat that moves efficiently through the water to savefuel economy, has sufficient speed and when the throttle is reduced thatthe boat may quickly stop even though boats do not include any brakes.For example, in law enforcement, many times the operator of the boatneeds to speed up quickly to intercept or come alongside another boatand then reduce the amount of throttle quickly, which in the presentinvention the expanding curvature of the bow acts as a safety brake whenthe throttle is reduced to quickly scrub speed from the boat's overallspeed. As illustrated in FIGS. 8-13, in each of the frame membersstarting with frame 4 and working the way back to frames A and B, thepoint of the center of the arcuate edges of the frame approaches thecenter of the beam such that the bow wrapper gets an expanding curvatureeven if the overall radius of the curve decreases due to the bottom ofthe frame and the keel increasingly being displaced from the planeformed by the ski 20.

The frames 120 are numbered from the bow to the transom 146. However,frame B 122 being the furthest forward and illustrated in FIG. 8 andframe A, illustrated in FIG. 9, are wholly in the bow wrapper 50 and donot have an angular dead rise from the keel 110, but instead arecompletely rounded on the lower portions. As the radius of the arcincreases, the center point of the arc is displaced increasingly awayfrom the center of the beam, until reaching Frame 4 129 in FIG. 13 wherethe side supports 149 are substantially linear. Frame 1 126 isillustrated in FIG. 10, Frame 2 127 is illustrated in FIG. 11, Frame 3128 is illustrated in FIG. 12, Frame 4 129 is illustrated in FIG. 13,Frame 5 130 is illustrated in FIG. 14, Frame 6 132 is illustrated inFIG. 15, Frame 7 134 is illustrated in FIG. 16, Frame 8 136 isillustrated in FIG. 17, Frame 9 138 is illustrated in FIG. 18 and Frame10 140 is illustrated in FIG. 19, Frame 11 142 is illustrated in FIG.20, Frame 12 144 is illustrated in FIG. 21 and Frame 13 145 isillustrated in FIG. 22. Of course, more or less frames may be includeddepending on the desired design specifications, size, shape, orconfiguration of the boat. The number of frames is exemplary, as well asthe spacing of the frames and are included to illustrate clearly thechanging dead rise of the hull, specifically the bottom shell 40attached thereto.

As illustrated in the Figures, the present invention also includeschines 80 specifically a starboard chine 90 and a port chine 100. Thestarboard and port chines 90, 100 are generally minor images of eachother. The chines 80 are configured to separate water away from the hull10 rather than let it attach to the hull 10 and starting proximate tothe transom 146 have a reducing width as they approach the bow 12.However, similar to the dead rise, the chines 80 reduce slowly in widthuntil the 75% portion from the transom where they increasingly reduceuntil they approximately meet each other. More specifically, thereducing width of the chine is less than 25% loss such that the chine atthe transom has a transom chine width 82 and maintains at least 80% ofthat transom chine width along its length to at least to the point thatit is 75% the overall length of the hull from the transom 146. Eachchine 80 further has a first chine width 84 measured at a length ofapproximately 25% of the overall length from the transom and a secondchine width 86 measured as a length of approximately 50% of the totallength from the transom and a third chine width 88 measured atapproximately 75% of the overall length from the transom. The transomchine width 82 is approximately 2-10% of the relative beam and the thirdtransom width 88 varies less than 2% of the beam from the transom chinewidth 82. The transom chine width 82 is 2-10% of the beam, preferably3-7% more preferably 4-5.5% and as specifically for the provided examplein the Figures 4.7% of the total beam. The first chine width 84 isapproximately 2-9.5% of the beam, preferably 2.5-7% of the beam, morepreferably 3-6% of the beam and in particular for the provided examplein the Figures, 4.4% of the beam. The second chine width 86 is 2-9% ofthe beam, preferably 2.4-6.5% of the beam, more preferably 3-5% of thebeam and as specifically provided in the example in the Figures, 4.06%of the beam. The third chine width 88 is approximately 1.5-9% of thebeam, preferably 2.2-5.8% of the beam and more preferably 2.5-5% of thebeam and in particular 3.8% of the beam in the example illustrated inthe Figures. It should be realized that the beam refers to the beam atthe particular point on the hull since the overall beam may changeslightly between the transom 146 at the stern 14 and the center of theboat and then decrease as it approaches the bow 12 of the boat.

1. A boat hull having a beam and an overall length and wherein said hullcomprises: a ski having an approximately triangular shape and wherein afirst side of said ski has a length of approximately 7-27% of the beamand wherein a second and third side each have a ski length of less than75% of said overall length and greater than 25% of said overall length;a bottom shell extending outwardly from said ski and wherein said bottomshell has a dead rise of at least 5 degrees and a dead rise of nogreater than 25 degrees; and a bow wrapper.
 2. The hull of claim 1further including a transom extending from said ski and said bottomshell and opposing said bow wrapper relative to said bottom shell andwherein said ski does not extend from said transom to said bow wrapperand wherein said first side of said ski is proximate to said transom. 3.The hull of claim 2 wherein said first side of said ski has a length ofapproximately 12-24% of the beam.
 4. The hull of claim 2 wherein saidski has first width of 5-15% the relative beam, measured at a length ofapproximately 25% of the overall length from the transom.
 5. The hull ofclaim 4 wherein said first width is 7-12% of the relative beam.
 6. Thehull of claim 1 wherein said ski has a second width of 1-6% of therelative beam measured at a length of approximately 50% of the overalllength from a transom.
 7. The hull of claim 1 wherein said ski length isless than 70% of said overall length and greater than 45% of saidoverall length.
 8. The hull of claim 7 wherein said ski length is 54-66%of the overall length.
 9. The hull of claim 1 wherein a transom deadrise proximate to said transom is 4-12 degrees.
 10. The hull of claim 1wherein a first dead rise measured at a length of approximately 25% ofthe overall length from a transom is 5-13 degrees.
 11. The hull of claim10 wherein said first dead rise is 6-10 degrees.
 12. The hull of claim 1wherein a second dead rise measured at a length of approximately 50% ofthe overall length from a transom is 6-15 degrees.
 13. The hull of claim12 wherein said second dead rise is 7-12 degrees.
 14. The hull of claim1 wherein a third dead rise measured at a length of approximately 75% ofthe overall length from a transom is 10-25 degrees.
 15. The hull ofclaim 14 wherein said third dead rise is 15-24 degrees.
 16. The hull ofclaim 1 wherein said ski has a transom width proximate to a transom anda first width measured at a length of approximately 25% of the overalllength from the transom and a second width measured at a length ofapproximately 50% of the overall length from said transom and whereinsaid first width is approximately 45-69% of said transom width and saidsecond width is approximately 10-30% of said transom width.
 17. The hullof claim 1 wherein said ski has a transom width proximate to a transomand a first width measured at a length of approximately 25% of theoverall length from the transom and a second width measured at a lengthof approximately 50% of the overall length from said transom and whereinsaid first width is approximately 52-64% of said transom width and saidsecond width is approximately 15-20% of said transom width.
 18. The hullof claim 1 including a transom dead rise proximate to a transom, a firstdead rise measured at a length of approximately 25% of the overalllength from said transom, a second dead rise measured at a length ofapproximately 50% of the overall length from said transom a third deadrise measured at a length of approximately 75% of the overall lengthfrom said transom wherein said first dead rise is within three degreesof said transom dead rise and said second dead rise is within sixdegrees of said transom dead rise and wherein said second dead rise isgreater than said first dead rise and wherein said third dead rise isgreater than said second dead rise and within 20 degrees of said seconddead rise.
 19. The hull of claim 18 wherein said first dead rise is0-1.5 degrees greater than said transom dead rise, said second dead riseis 0.5-4 degrees greater than said transom dead rise and wherein saidsecond dead rise is greater than said first dead rise and wherein saidthird dead rise is 8-20 degrees greater than said transom dead rise. 20.The hull of claim 1 including a transom dead rise proximate to atransom, a first dead rise measured at a length of approximately 25% ofthe overall length from said transom, a second dead rise measured at alength of approximately 50% of the overall length from said transom athird dead rise measured at a length of approximately 75% of the overalllength from said transom wherein said first dead rise is greater thansaid transom dead rise but less than 105% of said transom dead rise,said second dead rise is greater than said first dead rise but less than125% of said transom dead rise and said third dead rise is greater thansaid second dead rise but less than 305% of said transom dead rise. 21.The hull of claim 1 further including a chine proximate to said bottomshell and approximately extending from said bow wrapper to a transom andwherein said chine reduces in width as it extends from said transom tosaid bow wrapper, and wherein the reduction in width is less than 25% ofa transom chine width proximate to said transom.
 22. The hull of claim21 wherein said chine includes a first chine width measured at a lengthof approximately 25% of the overall length from said transom, a secondchine width measured at a length of approximately 50% of the overalllength from said transom a third chine width measured at a length ofapproximately 75% of the overall length from said transom and whereinsaid transom chine width is 2-10% of the beam and wherein said thirdtransom varies in width less than 2% of the beam from the transom chinewidth.
 23. The hull of claim 30 wherein said first chine width is 2-9.5%of the beam, said second chine width is 2-9% of the beam, and said thirdchine width is 1.5-9% of the beam.
 24. The hull of claim 22 wherein saidfirst chine width is less than said transom chine width but greater than85% of said transom chine width, said second chine width is less thansaid first chine width but greater than 70% of said transom chine width,and said third chine width is less than said second chine width butgreater than 65% of said transom chine width.
 25. The hull of claim 1having a plane-off angle of less than 10 degrees.
 26. The hull of claim25 wherein said plane-off angle is less than 6.5 degrees.
 27. The hullof claim 1 wherein the hump speed is less than 15 mph.
 28. The hull ofclaim 1 further including at least one skeg coupled to said bottom shellproximate said transom.
 29. The hull of claim 28 wherein said skeg isfurther coupled proximate to at least one chine.
 30. The hull of claim21 wherein said chine separates water away from the hull rather thanletting water attach to the hull.
 31. The hull of claim 1 wherein saidbow wrapper has a spoon shape.
 32. The hull of claim 31 wherein said bowwrapper is configured to increase buoyancy of the hull the further thehull pivots perpendicular to the overall length until at least saidtransom and a portion of said ski, said bottom shell and a right chineand a left chine are free of the water proximate to said transom. 33.The hull of claim 1 wherein said bow wrapper includes an expandingcurvature as the distance increases from the transom and as the distanceincreases in height from a plane formed by the ski.
 34. The hull ofclaim 1 wherein said bottom shell increases from approximately a 7-9degree dead rise proximate the transom to a 21-27 degree dead riseproximate to the bow wrapper.
 35. The hull of claim 34 wherein said bowwrapper changes from an angular profile proximate to said shell to arounded expanding curvature as the distance increased from the shell.36. A boat hull extending between a transom and a bow and having a beamand an overall length, the boat hull comprising: a ski having anapproximately triangular shape to define a first side disposed along thetransom and second and third sides extending from said first sidetowards the bow along a ski plane; a bottom shell extending outwardlyfrom said second and third sides to a left chine and a right chine andwherein said bottom shell has a transom dead rise between 6 to 10degrees proximate to the transom and relative to said ski plane tominimize vertical displacement of said chine relative to said ski plane;and at least one skeg coupled to said bottom shell and disposedproximate the transom and inwardly from said left chine and said rightchine to prevent roll-out during high speed turns.
 37. The boat hull ofclaim 36 wherein said bottom shell having a first dead rise between 6 to10 degrees measured between the transom and a length of approximately25% of the overall length from the transom to minimize verticaldisplacement of said chines relative to said ski plane within 25% of theoverall length from the transom.
 38. The boat hull of claim 37 whereinsaid bottom shell has a second dead rise between 9 and 21 degreesmeasured between a length of approximately 50% of the overall length toa length of approximately 75% of the overall length from the transom.39. A boat hull extending between a transom and a bow and having a beamand an overall length, the boat hull comprising: a ski having anapproximately triangular shape to define a first side disposed along thetransom and second and third sides extending from said first sidetowards the bow along a ski plane; said first side having a length ofapproximately 15-19% of the beam and said second and third sides havinga length of approximately 58-64% of the overall length; a bottom shellextending outwardly from said second and third sides to a left chine anda right chine and wherein said bottom shell has a transom dead risebetween 7-8 degrees relative to said ski plane and proximate the transomto minimize vertical displacement of said left and right chines relativeto said ski plane, a first dead rise between 7-8.5 degrees relative tosaid ski plane and measured at a length of approximately 25% of theoverall length from the transom, a second dead rise between 8-10.5degrees relative to said ski plane and measured at a length ofapproximately 50% of the overall length from the transom, a third deadrise between 19-23 degrees relative to said ski plane and measured at alength of approximately 75% of the overall length from the transom; atleast one skeg coupled to said bottom shell and disposed proximate thetransom and between said left chine and said right chine and whereinsaid left and right chines each have a transom chine width proximate tothe transom being 2-10% of the beam, a first chine width measured at alength of approximately 25% of the overall length from the transom andbeing 2.5-7% of the beam, a second chine width measured at a length ofapproximately 50% of the overall length from the transom and being2.4-6.4% of the beam, and a third chine width measured at a length ofapproximately 75% of the overall length from the transom and being2.2-5.8% of the beam; and a bow wrapper extending forward proximate thebow and having an expanding curvature as the distance from said skiplane increases.